Engine construction.



A. HJELTE.

ENGINE CONSTRUCTION.

APPLIOATION HLED AUG. 23, 1909,

Patented Feb. 9, 1915.

3 SHEETS-SHEET 1.

JWM

A. HJELTE.

ENGINE GONSTRUGTIN.

APPLIOATION FILED AUG. z3, 1909.

Patented Feb. 9, 1915.

3 SHEETS-SHEET 2.

THE NORRIS PETERS ca PHoTo-UTHO.. WASHINGION, D C

A. HJELTE.

ENGINE CONSTRUCTION.

APPLICATION FILED AUG. z3. v1909.

Patented Feb. 9, 1915.

3 SHEETS-SHEET 3.

THE NORRIS PETERS 60,. PHoTo-LITHO., WASHING rON. D. C.

llldl STATES PATENT FFQE.

ADOLFH I-IJELTE, OF CHICAGO, ILLINOIS.

ENGINE CONSTRUCTION.

Application filed August 23, 1909.

To all "who/m, it vmay concern Be it known that l, ADoLrH HJELTE, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Engine Construction, of which the following is a specification.

My invention relates to engines, and has particular reference to a type adapted for railway locomotives.

One of the particular objects of the invention for railway locomotive purposes is to do away with the link motion and its numerous disadvantages, among which may be mentioned the great weight of the connecting rods for such. motion and the consequent strain imposed upon the operator in their manipulation as in reversing the engine, the cutting in of the eccentrics, or groove cut into the eccentrics by the eccentric straps, and the complexity and numerous wearing joints of the parts generally.

iF or more general purposes one of the particular objects of the invention is to effect a large saving in the consumption of steam by providing a quick inlet for the steam and an instantaneous cut-off of the steam so as to get the full benefit of the poyever of expansion without the waste of steam.

Another object of the invention is to provide a valve mechanism for controlling the steam passages to the ordinary engine-cylinder, that shall be well balanced, that is` wherein the steam-pressures upon the parts are to a large extent equalized about the moving friction parts so as to do away to a large extent the friction and wear caused by the one-sided pressure of steam upon a moving part.

A still further object of the invention is to provide a valve construction adapted as a steam control for the ordinary engine cylinder, wherein the valve-mechanism for such cylinder is capable of self propulsion. or which will itself move as an engine, or be acted upon b y the steam it controls to set the parts of the valve in motion.

My invention consists in the several advantages gained by the novel construction, combination and arrangement of parts Specification of Letters Patent.

Patented Feb. 9, 1915.

Serial No. 514,174.

hereinafter shown in the detailed description, illustrated in the accompanying drawings, and incorporated in the appended claims.

In the drawing-Figure l is a side elevation of an engine embodying my invention. Fig. 2 is a vertical section through same. Fig. 3 is a horizontal section taken on line 3-3 of Fig. 2. Fig. 4c is a vertical section taken on line of Figs. l and 2. Fig. 5 is a detail view. Fig. 6 is a similar View with a few additional parts, and this ligure shows the mechanism in a different position. Fig. 7 is a section taken substantially on line 7 7 of Fig. 5. Fig. 8 is a detail view representing the operating mechanism for the reversing valve. Fig. 9 is a modication thereof.

In the several views 2 represents an ordinary locomotive engine-cylinder; 3, its piston; Ll, piston-rod, and 5 and 6 the steamports for said cylinder 2. As will hereinafter more fully appear the steam-ports 5 and 6 may be plugged up or closed and the piston 3 and its rod 4 disconnected from the usual driving crank and yet the valve mechanism which controls the flow of steam in the passages 5 and 6, when open and serving the cylinder 2, will be capable of movement independently of the cylinder 2 and its connections with the driving crank.

The valve mechanism referred to is shown in Figs. l and 2 mounted on top of the cylinder 2. Said mechanism comprises a casing 7 within which, or connected therewith, are the following parts: The steamspace within the valve from which the steam is admitted to the passages 5 and 6, is formed by a cylindrical shell or bushing 8 which isfsecured to or cast integral with a wall 9 of the casing 7, as shown in Fig. el. vWithin the shell 8 are mounted valves which control steam outlets through said shell, and on the shell 8, which serves as a'bearing therefor', is mounted a cylindrical part which carries a piston portion which is oscillated back and forth in the arc of a circle and is acted upon by the steam in substantially the same manner as the steam acts upon the piston 3, with the exception that one moves back in a straight line while the other moves back and forth in an arc of about one-fourth of a circle. Within the f shell 8 is a stem or rod 10, which, when the valve is acting independently of the engine cylinder 2, is the main driving shaft of the valve. Opposite the end 9 of the casing, referred to as the support for the shell 8, its end is labeled 13, and at this latter end of the casing is a steam-chest the outer wall of which is labeled 12. lhen the valve is considered as a driving instead of driven part, the shaft 10 is driven by the cylindrical part, labeled 33, mounted on the steam-space shell 8, through the medium of a web 73 (Fig. 3), or end, or head, for the oscillating part 33, on which web 73 is formed a hub to which the shaft 10 is keyed by a pinl'11 as shown in Fig. 3. l/Vhen, however, the valve mechanism is considered as acting Y'in conjunction with the ordinary engine-cylinder 2 and as being driven by the latter the shaft 10 may be considered as a stem communicating its motion to the oscillating part 33 instead of being driven thereby. In either event, however, power will be communicated directly to the part 33 through the medium of its piston portion labeled 36.

The steam-chest at the back of the valve mechanism (Figs. 3 and 4) has a steam space 24 to which steam is admitted through a steam-pipe 14. From the steam-space 24 in said steam-chest the steam is admitted into the steam-space within the shell 8 through openings 25 and .26 (Fig. 4) formed in the head, web or end of the oscillating part 33 mounted on said shell 8. The steam-space Within the latter shell is indicated by the numeral 23, and the outletports from said shell are in Fig. 2 shown at 19 and 20 on one side (the left) and at 29 and 30 on the opposite side. Each of these twopairs of outlet ports are separated, respectively, by walls or partitions 21 and 31, or, in other words, intervening imperforate parts of the oscillating shell 33. Said outlet-ports 19, 20, 29 and 30 are controlled by oscillating valves mounted within the steam-space 23, or within the shell 8. The valves controlling said outlet-ports are a cut-off valve 18 for the ports 19 and 2O and a similar valve 28 for the outlet ports 29 and 30. The cut-of valve 18 is mounted on a sleeve or tube 15 which'is loosely mounted on the stem 10, the valve being connected with the sleeve 15 through short arms or lugs 16 and 17 at suitable intervals apart along the valve and sleeve 15, the ports being in the form of long slots as shown in Fig. 3 and the valves being coextensive with the length of said slots. The cut-olf valves 18 and 28 are provided with relief ports 22 and 32, respectively, which are normally closed by the partition walls 21 and 31 separating the respective pairs of steam outlets 1920 and 29-30.

The cut-off valve 28, shown in its open position in Fig. 2, is connected with a segmental sleeve 27 mounted to oscillate on the sleeve 15 supporting its companion valve 18. As shown in Fig. 2 the sleeve 27 has a segment cut out of it so as to permit its oscillation on the sleeve 15 to the extent of movement required for its cut-oif valve 28, such cut-out segment being less than the half circle, thus aording a hold for the sleeve 27 upon the sleeve 15. The short lug or arm connections between the sleeve 27 and its valve 28 is similar to the connections between the valve 18 and sleeve 15.

The oscillating part 33, or cylindrical valve mounted and oscillating on the steam shell 8, may, when used in conjunction with the engine cylinder 2, be termed the exhaust valve to distinguish it from the cutoff valves 18 and 28. This exhaust valve consists of the cylindrical part 33, for which the steam space cylinder 8 serves as a bearing, and the piston part 36 thereof. This piston part moves in a semi-circular space 37 about the lower half of the cylindrical part 33 of said exhaust-valve, and said space 37' communicates with an exhaust port 40 leading to the outer air. Said space 37 is formed between said lower half of the cylindrical part 33 and walls 38 and 39 which are joined in the walls of the exhaust port 40 as shown in Fig. 2. At the upper ends of these walls thespace 37, in which the piston 36 moves, communicates with spaces 38 and 39 formed between the walls 38 and 39 and the walls of the outer casing of the valve-mechanism. The spaces 38 and 39 are, as shown in Fig. 2, continuations of the steam-ports 5 and 6 of the engine-cylinder 2. The piston part 36 oscillates at each stroke entirely past the exhaust port 40 thus alternately opening and closing the exhaust from the opposite sides of the piston 3. In Fig. 2 the position of the piston is shown closing the exhaust port 40 to the right-hand end of the piston while the left-hand side of said piston is open to said exhaust port through the steam passages 5, 38 and 37, the latter being substantially the left half of the space in which the piston' 36 moves. The latter is provided with paclings 41 and 42. The upper half of the cylindricalfportion 33 of the exhaust valve is closed by semi-cylindrical wall 43, the ends of which terminate near the upper ends of the walls 38 and 39', leaving a space between the ends of said upper wall 43 and said lower walls 38 and 39,

which space connects the passages leading from the cylinder 2 with the passage controlled by the piston 36.` Between the semicircular wall 43 closing the upper halfl of the oscillating part 33, as aforesaid, and the outer casing of the valve mechanism, there are steam-passages 44 and 45 which lead to the passages 38 and 39 but are normallv closed thereto, by valves 5.8 and 59 which are opened and closed simultaneously by either one of the mechanisms shown in Figs. 8 and 9. lhrough either' one of these passages steam is admitted to. the piston 3 for the purpose of reversing the engine, both valves 58 and 59 being for that purpose opened simultaneously, steam admitted into one of the passages 44 and 45, While the other one of said passages serves as the exhaust during such reversal of the engine. The inlet of the steam for the reversing purpose is made from a rotatable steam-chamber 46 of cylindrical form as shown in Fig. 2, which receives steam from the steanrspace 24 of the steam-chest through an opening 47, shown in Fig. 4. Said rotatable steam-chamber 46 has a valveportion 57 thereon Which normally closes the tivo passages 44 and 45 and is adapted to admit steam to either one of said passages by the provision of a slot or opening 58 through the valve 57, which, when rotated into alinement With either the passage 44 or the passage 45 opens same to the live steam in steamschamber 46. )When the valve 57 is rotated to place its port 58 in communication with either of said passages 44 and 45 the valves 58 and 59 are simultaneously opened by the mechanism shown in Figs. 8 and 9 (to be more particularly described hereinafter), and one of said valves 58 and 59 serves as a steam-inlet to the cylinder 2 While the other serves as an exhaust valve, the exhausted steam passing into the space between the rotatable steam-chamber 46 and the outer casing of the valve, as shown in Fig. 2, until the regular exhaust 40 is opened to the exhaust-end of the cylinder 2 by sufficient movement of the piston 36 to open the exhaust-port 40 to said exhaustend of the cylinder. Of course the reverse valves 57, 58 and 59 are opened only momentarily, or long enough to reverse the engine, and are then immediately restored to their normally closed positions as they are shown in Fig. 2. The steam-chamber 46 is rotatably mounted at its forward end (to the left in Fig. 4) in a recess 48 formed in the end-ivall 9 of the easing. Its opposite end is mounted in and passes through an opening 49 in the end-Wall 13 of the casing, and thisr end of the steam-chamber 46 is provided With a trunnion 50 which is made steam-tight by a stuffing-box 51. On the trunnion is a stud 52 to which is secured a hub 53 of a lever 54, through Which the three reversing valves 57, 58 and 59 are simultaneously opened or closed by the mechanism shown in Figs. 8 and 9. The lever may be operated from the enginecab, or other station of the` operator, by means of a rod pivoted at 56 tothe top of the lever. The upper ends of the reversing ports or passages 44 and 45 are separated by a partitionwvall 60 which projects upwardly from the wall 43, and contacts with the valve 57, normally closing its port A packing 6l is inserted in a recess in the semi-cylindrical Wall 43 and partition Wall 60.

The mechanism for reversing the engine, or simultaneously operating said three valves 57, 58 and 59, consists of a pair of arms 62 and 63 which are, respectively, secured to shafts 64 and 65 (Fig. 8) Which communicate their rotary movements, but in opposite directions, to shafts 64 and 65 on Which the valves 5,8 and 59 are, respectively, keyed. The transmission of the motion from shaft 64 to valve-shaft 64 is, as shown in Fig. 8, accomplished through a gear-segment 64 keyed to the shaft 64, which gear-segment meshes With a similar gear-segment 58 keyed to the rear end of the shaft 64. In like manner the valve 59 is rotated by and in opposite direction to the shaft 65 by a gear segment 65 on the latter Which meshes with a gear segment 59. keyed to the shaft 65. The shafts 64 and 64 and their gear-segments 64 and 58, together with the valve 58, are rotated by an arm 62 keyed to the shaft 64. The arm 64, in turn, is operated by means of a cam 66 on the arm and an anti-friction roller 68 on the lower, or load-end, of the lever 54 fulcrumed on, and turning, the steam-chamber 46 as previously described. As shown in Fig. 8 the cam surface of the cam 66 is eccentric to the axis 53 of the lever so, as to swing the arm 64 upwardly when the roller 68 is moved over the cam-surface, or moved to the left, Which, through the gear segments on the respective shafts 64 and 64" rotates the former shaft to the left and the latter shaft and its valve 58 to the right, thus opening the passage 44 to the lefthand end of the cylinder 2. This movement is simultaneously communicated, but in re,- verse order or opposite directions, through a gear-segment 69 on the arm 62 meshing with a similar segment on an arm 63 keyed to the shaft 65 provided with a cam 67 and gear segment 65 which rotate the shaft 65" and valve 59 through a gear-segment 59 keyed to the shaft 65. Thus whichever cam is operated by the roller 68, or Whichever Way the port 58 is turned from its normal or central position shown in Fig. 2 the valves 58 and 59 will be opened by swinging away from each other. Y

The exhaust valve, consisting of the cylindrical part 33 and its piston 36, is keyed to the shaft 10 at 7l, as shown in Figs. 3 and 4, the key 7l passing transversely through a hub 72 on the Web 73 closing the rear end of the cylindrical part 33. On the rear end of the rod l0l is`v keyed a crank 74. On said crank is a Wrist-pin 7 5` tok which is pivoted one end of a connecting-rod 76, the

other end of the latter being pivoted at 77 to a link 78 which swings on a pivot 79 on a bearing 80 of the engine-frame. To the lower end of the link 78, at 82, one endof a pitman 81 is pivoted, the other end of said pitman being pivoted at 83 to a cross-head 84. The connections between the valve 33-36 and the stem 10 are, as shown best in Figs. 3 and 4, at the rear end of the valvemechanism, while, as shown in Figs. 1, 3 and 4, the mechanism which operates the cut-off valves 18 and 19 are on the opposite end of the shaft or rod 10 and at the front of the engine valve-mechanism. On said forward end of the rod 10 is keyed a cam 85 which reciprocates a slide or bearing plate 86 having at its upper end a slidebearing 87 in which is a rectangular groove 88 engaged by a feather 89 on a stationary bearing 90 secured to the front wall of the valve casing, as shown in Figs. 1 and 4. The rod 10 passes through the lower end of the plate 86, for which purpose said plate has a slot 91 which permits the necessary reciprocating movement of the plate 86 on its bearings 87 and 90. rlhe lower end of the plate is also provided with bearings, and the latter' consist of lugs 92 and 93 on the plate which have a sliding engagement with eyes or openings through lugs 94 and 95 that extend forwardly from the casing. The cam 85 transmits its oscillatory movements into reciprocating movements in the plate through anti-friction rollers 96 and 97 mounted on studs 98 and 99 which project from the face of the plate 86. The oscillating movement of the piston 36 is communicated to the rod 10 at its rear end, and the movement of the rod 10 is at its front end communicated into a reciprocating movement in the bearing-plate 86 through the cam 85, and the reciprocating movement of the bearing-plate is converted into oscillating movements in the cut-off valves 18 and 28 by a mechanism on said bearing-plate, as follows: To the upper part of the bearing-plate 86 a pivot pin 100 is secured by straps 101 and 102. On this pin 100 is pivoted a hinge-knuckle 103 of an angularly movable plate 104. The free end of this plate 104 is bent at right angles and forms a hook105. On the same pivot 100 is a second similar plate 106 with a hook 107. The latter plate has two hinge-knuckles, one on either side of the knuckle 103 of the companion-plate. To the plates 104 and 106 are secured a pair of hooks which extend beyond the ends of the hooks 105 and 107. To the hook-plate 104 is secured the shank of a hook 109, said shank having a laterally projecting flange 1.11 which is fastened to the hook-plate 104 by screws or bolts 112. The hook secured to the plate 106 is labeled 113 and has a flange 114 which is fastened by screws 115. To the cut-off valve-sleeves 15 and l27 are keyed arms 116 and 117 on whose upper or free ends are secured lugs or studs 118 and 119'which have platform portions 120 and 121. A double spring 122 presses the hooks toward the plate. This spring is secured in place by a screw 123. From the opposite edges of the front wall 9 of the casing extend bearing-arms 124 on which are slidably mounted a pair of blocks 126 and 127, each of which is provided with an inclined surface, as shown in Figs. 5 and 6. These inclines are caused to act on the hooks 105 and 107 to engage and disengage the latter from the arms 116 and 117. These incline-blocks are adjustable toward and from each other simultaneously by means of toggle-links 128 and 129 that are pivoted together on a link 130 and have their other ends pivoted to the inclineblocks. The link 130 is pivoted also to a bell-crank lever 131 having its fulcrum at 132 to any suitable stationary part, and is operated byva rod 133 which may lead to the the operators station, such as an enginecab. The arms 116 and 117, or in other words, the levers keyed to the cut-off valves, are, after each opening movement and release by the hooks 105 and 107, returned to normal, or closed, position by means of dashpots 134 and 135, whose pistons 136 and 137 are pivoted to said arms, as shown in Fig. 1.

Fig. 9 shows a modification of the mechanism shown in Fig. 8, for operating the reversing valves 57, 58 and 59 simultaneously. This modification consists of a pair of arms 138 and 139 that are keyed directly upon the shafts 64 and 65 carrying the valves 58 and 59. In these arms are slots 140 and 141 which are engaged by the roller 68 on the lever 54. These arms, like the arms 62 and 63 in Fig. 8, are connected by the gear-segments 69 and 70, but the other gear segments of Fig. 8 are done away with. 1n the Fig. 9 construction the roller 68 engages the upper edge of either the slot 140 or the slot 141, according to which way the valve 57 is to be opened, or in which direction the engine is to be reversed. The upward swing of the arms moves the valves toward each other to uncover' the arrangement of ports shown in Fig. 9.

The above described engine mechanism operates as follows: Starting from the position in which the parts are shown in Fig. 2, where the piston 3 and the piston 36 have reached the ends of their strokes to the right and the cut-off valve 28 has just been opened to admit steam to the upper end of the piston 36 and the right-hand side of the piston 3. 1n order to effect the opening of the cutoff valve 28, its arm or lever 117 keyed to its sleeve 27 must have been engaged by the hook 107 (Fig. 5). The timing of the opening and closing of the valves 18 and 28 will, of course, be determined by the positions of the parts 'shown in Figs. 5 and 6. The movement of the hook 107 in Fig. 5 to the left, (same being in engagement with the stud 119'on the upper end of the arm 117 will be effected by the cam 85 moving from its dotted-line position in Fig. 1, where it has been thrown to the extreme right, toward the left, or in the direction of the link T8. In such movement the cam 85 will move against the anti-friction roller 96 on the stud 98 thereby moving the bearing plate 8G and the hooks mounted thereon to the lel't. The opening movement oli' the cut-oli valve 28 will continue until the hook 107 is disengaged from the arm 117, that is, when the hook 113 has reached the top of the incline-block 127. When thus released the arm 117 will fly back and snap shut the valve 28 under the action of the dash-pot By adjusting the incline-blocks 126 and 127 toward each other the disengagement olz the arm 117 and closing of the valve 28 will take place nearer the end of the stroke of the piston than when said incline-blocks are farther apart. The same is true of the arm 118 and its valve 18 in connection with the piston movement in the opposite direction. During the cut-oli' valve movements above described the exhaust valve 33-36 or the piston portion 36 thereof will open the right-hand end of the cylinder 2 to the exhaust port 10. Of course the opening` of the port 4.() will not take place until the piston 36 has swung past it to the left` (Fig. 2). The compression of exhaust steam between the pistons 36 and 3.

after the piston 36 has covered the port 40,

may be taken care of or relieved, but the details for such relief are not shown in the drawings. rIhe pistons 36 and 3 having swung to the left in Fig. 2 the valve 18 will be opened in the same manner as described in connection with the valve 28, namely, the hook 105 will have engaged the arm 116, or the stud 118 thereon, as it is shown engaged in Fig. 5 and the movement of the bearingplate 86 to the right by the cam 85 will swing the arm 116 and therewith the sleeve 15, which will swing upwardly the valve 18 to uncover' the steam-ports 19 and 2O and admit steam to the left hand side of the piston 3 and the corresponding end of the piston 36. The stationary or reacting part for the latter piston will be the ends of the semicircular wall 43, the area of which equals the area of the end of the piston area as in the case of other pistons, and, of course, the power developed by the driving part of the 'valve mechanism for the cylinder 2 will be determined by the cross section of the piston 36 and its coperating parts-said wallends.

The engine features of the valve mechanism for the ordinary engine-cylinder, as

they appear in Fig. 2 are not at all dependent upon the cylinder 2 for their operation, and are shown in connection with said cylinder 2 merely for the purpose of showing the adaptation of the quick cut-oilE to an ordinary locomotive. In other words, if, referring to F ig. 1, the connecting rod 76 is disconnected from the crank 74, and, referring to Fig. 2, the passages 5 and 6 are filled with a solid substance instead of steam, the remainder described above will constitute a complete engine, minus such accessories as a fly wheel and the like.

Considering the above-described valvemechanism asan engine and independent of the cylinder 2, the said mechanism presents a reciprocating engine with a piston movable in the arc of a circle. The effect is substantially the same as if the steam pressure were applied directly to the engine-crank (say crank 74), and always at right angles to said crank. The pistons leverage or power is therefore always the same and there is no gradual diminution as dead center l is approached as in the case of the ordinary reciprocating engine, and there is no dead center. In other words, the direction of steam-pressure is concentric with the arc of travel of the engine crank, instead of tangentially thereto with a resultant increase in the effectiveness of the power.

Having thus described my invention, I claim as new and desire to secure by Letters Patent` 1. In an engine, a steam-chamber 23, outlet-ports 19, 20, 29 and 30 leading from said steam-chamber, a steam-passage 37, an eX- haust passage 40 leading from said steampassage, a rotary valve 33-36 which opens one and closes said outlet-ports to said steampassage, and also, in turn, closes said eX- haust-passage to each of said outlet ports while they are discharging steam into said steam-passage.

2. In an engine, a steam-chamber 23 having outlet-ports 19, 20, 29 and 30 leading therefrom, a steam-chamber, an exhaustpassage 40, a. cylindrical valve 33 surrounding said steam-chamber and controlling said outlet-ports, said valve having a part 36 moving in said steam-passage and closing same between said outlet-ports and between one of said outlet-ports and said steam-passage.

3. In an engine, a steam-chamber 8, outlet-ports 19, 20, 29 and 30 leading from said chamber, a rotary valve 33 surrounding said steam-chamber and normally closing said outlet ports, said valve having openings 34 and 35 adapted to register with said outlet ports at the, respective ends of 'movement of saidA valve, a steam-passage 37 adjacent to said r'otary valve, and an exhaust passage 40 leading from said steam-passage, said rotary valve alternately opening and closing said steam-passage to each of said outletports and exhaust-passage.

1. The combination with an engine, of a piston 33-36 oscillating back and forth in the arc of a circle, steam-inlet ports 19, 20, 29 and 30 alternately opened and closed by said piston, and an exhaust-passage 40 closed by said piston to each steam-inlet port while it is opened by said piston.

5. In an engine, a circular steam-chamber 23 having outlet-ports 19, 20, 29, 30, 34, and 35 therefrom, steam-passage 37 partly surrounding said steam-chamber and connecting said ports, an exhaust-passage 40, and an oscillating cylindrical valve33-36 occupying said steam-passages and controlling said outlet-ports and exhaust passage.

6. In an engine, a steam-chainber 23 having outlet-ports 19, 20, 29 and 30 leading therefrom, a steam-passage 37 connecting said outlet-ports, an exhaust passage 10 leading from said steam-passage, and an oscillating valve 33-36 in said steam-passage which alternately opens one of said outletports to said steam passage and opens the steam-passage between the other outlet-port and the exhaust passage.

7. 1n an engine, a circular steam-chamber 23 having outlet-ports 19, 20, 29 and 30 leading therefrom, a cylindrical valve 33 surrounding said steam-chamber and opening and closing said outlet-ports, an exhaustport L10, ay steam-passage 37 communicating therewith, and a piston-part 36 on said cylindrical valve which controls said exhaustport. v

8. Iny an engine, a steam-chamber 23 and outlet-ports 19, 20, 29 and 30 leading therefrom, a steam-passage 37 connecting said i outlet-ports, a single exhaust-port 40 leading from said steam-passage, and a single rotary valve-member 33, 36 controlling said outletports and said exhaust-port.

9. In a steam engine, a steam-chamber 23 having outlet-ports 19, 20, 29 and 30, a steam-passage 37 connecting said ports, an exhaust-port 40 leading from said steampassage, an oscillating valve 33 which has a piston part 36 that alternately closes said steam-passage to one and opens it to the other of said outlet-ports, and valves 18 and 28 within said chamber controlling said outlet-ports.

10. The combination with an engine-cylinder 2, of a circular steam-chest 23 having outlet-ports 19, 20, 29 and 30 therein, valves 18 and 28 within said steam-chest which controls said ports, a cylindrical valve 33 which surrounds said steam-chest and normally closes said outlet-ports, a steam-passage 37 rand an outlet-port 40 leading therefrom, and a piston-part 36 on said cylindrical valve which oscillates in said steam-passage and controls said outlet-port.

11. In an engine, a circular steam-chamber having outlet-ports therein, valves 18 and 28 opening and closing said ports from the inside of said chamber, a steam-passage 37 and an exhaust-port 40 leading from said outlet-ports, and a cylindrical valve 33 surrounding said steam-chamber and normally closing the outer ends'of said outlet-ports, said cylindrical valve having a piston part 36 thereon which moves between said outletports and controls said exhaust-port.

12. The combination with an engine-cylinder, of a steam-chamber 23 having outletports 19, 20, 29 and 30 therein, valves 18 and 28 controlling said ports, cylinder steamports 5, 6, 38 and 39 between said outletports and cylinder, an exhaust-port 40,.' a steam-passage 37 connecting said cylinder steam-ports and exhaust-port, and a valve 33, 36 which oscillates from one side to the other of said exhaust-port and alternately opens and closes said steam-passage between one of said outlet-ports and said exhaustport.

13. The combination with a steam-engine, of a steam-chamber 23 having outlet-ports 19, 20 and 29, 30 therein, cut-o valves 18 and 28 controlling said ports from the inside of said steam-chamber, a cylindrical valve 33 oscillating about the exterior of said steam-chamber and provided with ports 3a and 35 adapted to register each in turn with one of said outlet-ports, a steam-passage 37 and an outlet-port 40 leading therefronnand a piston-part 36 on said cylindrical valve and between its ports which controls the exhaust from each of said outletports.

14. The combination with an engine, of a cylindrical steam-chamber 23, a cylindrical valve 33 having steam-outlet openings 34 and 35 therein, said valve inclosing the circumference of said steam-chamber, outletports 19, 20, 29 and 30 from the latter normally closed by said valve, cut-off valves 18 and 28 which control the admission of steam from said steamchamber through said steam outlet openings, f a steam passage 37, an exhaust port 40 leading therefrom, and a piston-part 36 on said cylindrical valve which controls the opening and closing of said exhaustport to said steam passa e.

15. The combination with an enginecylinder 2, of a circular steanichamber 23 having outlet -ports 19, 20, 29 and 30 therein, cutoff valves 1'8 and 28 controlling the inner ends of said outletports, cylinder steam-ports 5, 6, 38 and 39 between said outlet ports and cylinder, an exhaust port 40, a steam-passage 37 which forms an arc of a circle about said steam-chamber and communicates With said cylinder steamports and with said outlet ports and With said exhaust-port, and a valve 33 With a piston part 36 thereon Which moves in said steam passage 37 and controls said exhaustport 40, said piston part 36 being acted upon at its ends by the steam issuing out of said outlet ports.

16. The combination with an engine cylinder 2, ot a steam-chest 8, `steam-ports i9, so, e9, so, a?, as, se, and e leading from said steam chest to said cylinder, cutoft valves 18 and 28 controlling said steamports, a steam space 37 surrounding a p0rtion of said steam-chest and an exhaustport L.l0 leading from said steam space, and an oscillating valve 33 having a piston-part 36 acted upon by the steam from said steamspace, said oscillating valve normally closing said steam chest to said steam ports.

17. The combination with an engine cylinder 2, of a circular steam chamber 8 having outlet-ports 19, 20, 29 and 3() therein, cut-olf valves 18 and 28 which open and close said ports, steam-passages between said outlet -ports and cylinder, a steamspace 37 arranged concentrically with said steamchamber and communicating with said steam passages, an exhaustport 40 leading from said steam-space, and an oscillating valve v33 controlling said steamspace, said oscillating' valve having a piston-part 36 thereon which is acted upon by the livesteam pressure acting upon the piston of the engine-cylinder.

18. The combination with an engine-cylinder 2, of a steam chest 8 or steam chamber 23 having outlet-ports 19, 20, 29 and 30 therein, cut-oft valves 18 and 28 which open and close said ports, steam passages 38, 39, 5 and G between said outlet-ports and cylinder, an exhaust -port 40, a steamspace 37 communicating with said passages, and With the outletports and with the exhaustport, a valve 33 arranged to oscillate in said steamspace and to control the exhaust port, and means for admitting steam into either end oi' said engine-cylinder independently of said ports and valves.

19. The combination with an engine-cylinder 2, of a steamchest 8, steam passages 38, 39, 5 and 6 between said steam-chest and cylinder, an exhaust -port 40, a steamspace 37 leading from said steam-passages to said exhaust-port, an oscillating valve 33 having a piston part 36 thereon movable in said steam-space 37 and controlling the exhaust-port, and cut-oli' valves 18 and 28 controlling the loiv of steam from said steam-chest.

20. The combination with an engine-cylinder 2, of a steam chest 8, steam -passages 38, 39, 5 and 6 connecting said chest and cylinder, an exhaustport 40, a. steam space 37 connecting said steam -passages with said exhaust-port, a valve 33, 36 controlling said steamspace and exhaust -port, and cut olf valves 18 and 28 controlling the admission of steam to said steam -passages and steam space.

21. In an engine valve-mechanism, the combination of a cylindrical steam-chamber 8, of a segmental steam-space 37 surrounding a portion of said steam-chamber, an eX- haust port 40 leading from said steam-space, steam-passages 38, 39, 5 and 6 communicating with said steam-space and with the engine-cylinder, outlet-ports 19, 20, 29 and 30 leading from said steam space to said steampassages, a cylindrical valve 33 surrounding said steam-space and normally closing said outlet-ports, and a piston-part 36 on said cylindrical valve which moves in said steamspace, which is acted upon by the steam admitted to said steam-space and steam-passages and controls the exhaust-port.

1n an engine, a valve-mechanism, a cylindrical steam-chamber, steam-outletports 19, 2O and 29, 30 in the opposite sides of said chamber, cut-off valves 18 and 28 controlling said ports, a rotary oscillating valve 33-36 also controlling said ports, and an exhaust-port 4:0 controlled by said oscillating valve.

23. The combination with an engine and a valve-mechanism therefor, of a cylindrical steam-chamber 8, steam-outlet-ports 19, 2O and 29, 30 in opposite sides of said chamber, cut-ofil valves 18 and 28 Within said steamchamber controlling said outlet-ports, an exhaust-port 40, steam-passages leading to said exhaust-port and to the engine cylinder, and an oscillating valve 33 having a steam-actuated piston-part 3G which controls the flow of steam through said passages and the exhaust through said exhaust-port.

241. The combination with an engine, of a cylindrical steam-chamber 8, steam-Outlet ports 19, 20 and 29, 30 leading from opposite sides of said steam-chamber, cut-off valves 18 and 28 controlling said ports, an exhaustport 40, a steam-passage 3 7 leading from said outlet-ports to said exhaust-port, a cylindrical valve 33 surrounding said steamchamber, a piston-part 36 on said cylindrical valve, said piston-part closing the steampassage between said outlet-ports and controlling the exhaust through said exhaustport, and means for instantaneously snapping shut said cut-o valves, said means being actuated by the cylindrical valve mechanism.

25. The combination with an engine, of a cylindrical bushing 8, means for admitting steam thereinto, steam-ports 19, 2O and 29, 30 leading from said bushing, cut-olf valves 18 and 28 Within said bushing that control l said bushing and having branches 38, 39,

5 and 6 extending to said engine, a piston portion 36 on said cylindrical valve which controls the steam-passage 37 between said steam-ports, an exhaust-port 40 controlled by said piston part, and independent steamports 4:4 and 45 and valve 58 and 59 thereior for admitting steam into either end of the engine cylinder for the purpose of re- 15 versing said engine.

In testimony whereof I have hereunto set my hand in the presence of tWo subscribing Witnesses.

ADoLPH HJEifrE.l

/Vitnesses:

J. W. BECKSTROM, M. C. ALLEN.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

